Kenneth Norman Hill v Repatriation Commission
[2001] FCA 1775
At a glance
Source factsCourt
Federal Court of Australia
Decision date
2001-12-17
Before
Doussa J
Source
Original judgment source is linked above.
Judgment (17 paragraphs)
REASONS FOR JUDGMENT 1 This is an appeal on questions of law brought under s 44 of the Administrative Appeals Tribunal Act 1975 (Cth) from a decision of the Administrative Appeals Tribunal (the Tribunal) which affirmed the decision of a delegate of the respondent, which in turn had been affirmed by the Veterans Review Board. These decisions had rejected the applicant's claim for a pension by way of compensation for three conditions, psycho-active substance abuse or dependence, post-traumatic stress disorder (PTSD), and electrocution. 2 When the applicant was seventeen years of age he joined the Royal Australian Navy on 23 October 1965. He served until 19 March 1978. He had two short periods of operational service aboard the HMAS Melbourne from 25 April 1966 to 6 May 1966 and from 30 May 1966 to 9 June 1966. These periods of operational service constitute eligible war service within the meaning of the Veterans' Entitlements Act 1986 (the Act). He also had service from 7 December 1972 until 19 March 1978 which constituted defence service within the meaning of the Act. 3 On joining the Navy the applicant underwent a three month training course before joining the HMAS Melbourne on 5 February 1966. His training was as an electrical mechanic, and his position on the ship was as an ordinary seaman, electrical mechanic. 4 Before the applicant left the Navy he married in December 1975. After leaving the Navy he obtained a position as a technician installing telephone cabling in commercial buildings and repairing electronic equipment in Darwin. After approximately eleven months he obtained a position with Telstra and was employed by that organisation for almost twenty-two years. His employment was then terminated, on 21 January 2000, on grounds of medical incapacity. Medical evidence indicates that he was then seriously suffering the effects of alcoholism. 5 The applicant's claim for a pension was based on three incidents in his naval career, electrocution while on board the Melbourne on 16 March 1966; witnessing the inability of a pilot to escape from the cockpit of a Sea Venom plane which crashed into the ocean and sank on 28 April 1966; and incidents in New Guinea not precisely fixed in time but probably in about 1968. It will be noted that the alleged electrocution incident, and the incidents in New Guinea were neither during eligible war service nor during defence service. The Sea Venom plane incident occurred during eligible war service. 6 Before the Tribunal the applicant's claim was primarily based upon the ground that his conditions of psycho-active substance abuse or dependence, and PTSD were war caused. In the course of the hearing, counsel for the applicant referred to his defence service and suggested that in the alternative he had an entitlement to a pension in respect of his defence service. However, the alternative claim was not developed, and the evidence failed to indicate any basis for such a claim. The Tribunal confined its consideration to the alleged war caused conditions. 7 The material before the Tribunal leaves no doubt that the applicant had been suffering from alcohol abuse for a long period of time. He gave evidence that he started drinking in 1966, and his drinking became progressively worse. In his early days he drank spirits but in the years 1969 to 1971 he developed a liking for beer and had stayed with beer ever since. By the time of his employment with Telstra he said that when in town he was a regular drinker, consuming about eighteen cans of beer a day, sometimes as much as twenty-four cans. Naval medical records show that alcoholism was provisionally diagnosed in 1974. He had drink driving convictions in 1969, 1982 and 1992. Thereafter he was required to attend a drink driver education programme which he completed on 12 June 1996. Before the Tribunal there was medical evidence from four medical practitioners regarding the applicant's mental state; from a former psychiatrist Dr L M Marinovich who examined the applicant on 8 October 1997, from a general practitioner, Dr T Giblin, who was the applicant's family physician in Darwin, and from two senior medical advisers from Health Services Australia, Dr E J Lloyd and Dr A Gormly who had assessed the applicant's fitness for continued employment by Telstra in February 1998 and April 1999 respectively. Each of these medical practitioners diagnosed PTSD. The Tribunal found that there was material before it pointing to the applicant having an inability to recall an important aspect of the "trauma" on which his PTSD claim was based, that being one of the indicia of PTSD. 8 The applicant's evidence about the incidents upon which he based his claim was lacking in detail and imprecise. Having regard to the medical conditions he was suffering, and the fact that he was giving evidence of events that had occurred some thirty-four years before, this is hardly surprising. Cross-examination of the applicant at times appeared to attack his credit and to suggest that the incidents on which he relied did not happen. However, the fact of the applicant being electrocuted and the Sea Venom plane incident were borne out by naval records. Significant aspects of the applicant's account of the Sea Venom plane incident closely resembled that produced from a naval historian. The Tribunal made no adverse finding about the applicant's credit, and appears to have decided his claim on the basis of his evidence. 9 About the electrocution incident, the applicant said that he was working in the cafeteria of HMAS Melbourne. After assisting with emptying garbage bins, he returned to the cafeteria and attempted to turn off a pedestal fan. The switch was located behind a hatch that had been opened. As he did so, he got an electric shock and another crew member had to knock him off with a broom stick. The applicant recalled shaking violently and he believed that his grip had been frozen by the contraction. He says that he "woke up" the next day in the ship's sick bay and that he had a burn under his right arm. He thought that he was released from the sick bay the morning following the electrocution and was not given any advice, recommendation or follow up in relation to his injury. The applicant thought that the incident occurred in the evening between 9.30 pm and 10.00 pm. The medical records however suggested that the incident occurred at 9.50 am and that the burn was to his left arm. Once it is accepted that the electrocution incident occurred, these discrepancies are not of particular significance. 10 About the Sea Venom plane incident, the applicant said that he was at the time working on the weather decks of HMAS Melbourne chipping paint, preparing boats for rescue operations and general ship's husbandry. The ship was on route from Singapore to Vietnam waters. The applicant described the incident as follows: "Whilst I was in the vicinity of one of their after sponsons I was aware that there were aircraft landing and I heard what sounded like an aircraft come in to land and then what sounded like the arrester wire snap and I was so very close to one of the sponson doors - these sponsons are an annex platform out on the side of the ship below the flight deck level. They used to carry anti-aircraft guns in its previous life. That sponson was actually clear and there was no gun apparatus on that sponson and I ducked out the hatch onto the sponson, staying under the eve of the flight deck, if you like, in time to see the Sea Venom. It occurred to me that he thought he'd snapped something and he'd given it full power to take off from the deck to try and fly around again and work things out or maybe even fly to a shore base somewhere if he got an assessment of the damage. He'd attempted to whack on full power and he seemed to have done that. The next thing I know is that the roar of the engines and the aircraft appeared over the side of the flight deck and he was suspended by his arrester hook. He was just hanging there. The arrester hook snapped and the aircraft plummeted down into the water. By this stage they decided to stop the ship and for some minutes I saw the aircraft floating out to the side of - directly below where I was standing and I saw a person in there trying to punch his way out through the canopy. That's been very disturbing to me. … The aircraft sank. Went to the bottom of the South China Sea, I assume."